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Looks really nice, is this the coilovers specifically for the 45 or are they the 250 coilovers. Also how does it handle compared to stock. Any rubbing?
C63s now in the garage. Sold-GLA45 AMG Edition 1, Sold-2010 Mercedes C63
Originally Posted by RedReX
Looks really nice, is this the coilovers specifically for the 45 or are they the 250 coilovers. Also how does it handle compared to stock. Any rubbing?
These are the KW V3's out of Germany that are designed just for the GLA45. I had to wait a month for them to ship out. I also have 20mm spacers all around. I haven't driven the car yet, wont have a chance for another 10 days, so can't comment on ride or handling. The shop that is doing the work is trying to get the ride height perfect so it doesn't rub at all. With the spacers I already had to shave the plastic part of the fender wells for it not to rub.
C63s now in the garage. Sold-GLA45 AMG Edition 1, Sold-2010 Mercedes C63
I have traction in sport mode. On warmer days you could get away with it being turned off but the GLA traction control doesn't interfere nearly as bad as it did on my C63. The understear is the biggest problem.
I have traction in sport mode. On warmer days you could get away with it being turned off but the GLA traction control doesn't interfere nearly as bad as it did on my C63. The understear is the biggest problem.
Where are you getting understeer with the GLA45? I picked mine up over the weekend and took it out to some back roads, the only time I was able to get it to understeer was by entering a corner too hot where turn-in basically disappeared. Under heavy trail braking, it was similar, where the front end washed out as well. Once you've got entry sorted out, the car rotates really well on power. It almost feels like I can get on the throttle hard before the apex, but I need more time with the car to figure out how to get the most speed through a turn.
The car seemed to like a slow in fast out approach, with most of the braking done in a straight line. This is with ESP off, completely stock car.
C63s now in the garage. Sold-GLA45 AMG Edition 1, Sold-2010 Mercedes C63
Originally Posted by rage2
Where are you getting understeer with the GLA45? I picked mine up over the weekend and took it out to some back roads, the only time I was able to get it to understeer was by entering a corner too hot where turn-in basically disappeared. Under heavy trail braking, it was similar, where the front end washed out as well. Once you've got entry sorted out, the car rotates really well on power. It almost feels like I can get on the throttle hard before the apex, but I need more time with the car to figure out how to get the most speed through a turn.
The car seemed to like a slow in fast out approach, with most of the braking done in a straight line. This is with ESP off, completely stock car.
Totally agree with slow entry fast exit with this car. After changing the way I was cornering the understeer improved, but AWD cars all have a little. Coming from a 530 HP RWD car I guess my comment of understeer is a bit out of whack. Also the Conti tires this thing comes with are terrible. Can't find a manufacturer with this tire size yet.
Totally agree with slow entry fast exit with this car. After changing the way I was cornering the understeer improved, but AWD cars all have a little. Coming from a 530 HP RWD car I guess my comment of understeer is a bit out of whack. Also the Conti tires this thing comes with are terrible. Can't find a manufacturer with this tire size yet.
It's a truck sized tire, I highly doubt there will be a performance summer tire made for this size. The closest size I can find is PSS in 255/35-20, but you'll probably run into some rubbing issues under hard cornering. Cup 2's are available in 245/35-20 but that's undersized quite a bit. I'll let you be a guinea pig on that one lol.
Once I have more time with the car, I'm going to throw it on an alignment rack to see what kind of toe and camber we're running, and see if there's anything that can be done to help turn-in especially under trail braking. Only concern is how it will affect mid corner and exits, as the car is pretty dialed in there right now, although I have no idea if that's the suspension being sorted, or if it's dynamic curve assist hiding any deficiencies. Only problem with playing with alignment too much is that it's going to make the car much more sensitive over bumps, which sucks for a bumpy track.
I have traction in sport mode. On warmer days you could get away with it being turned off but the GLA traction control doesn't interfere nearly as bad as it did on my C63. The understear is the biggest problem.
THERE IS ONLY FRONT AND REAR TOE ADJUSTMENT OEM !
We saw the need and manufacture for the GLA 45AMG (and all 2013 up A, B and CLA models) full/ongoing adjustment capability to improve handling and resolve premature, costly edge tire wear, steering pull. A result of altering height, fitting wide profile tires, wheels, load carrying or curb knock damage.
Front precise Camber and Caster and rear Camber (with extra Toe) adjustment kits.
Front simply replaces the upper strut mounts. The K-MAC unique patented design provides the biggest adjustment range (and easiest to adjust) of any kit - both Camber and Caster. From engine bay –accurately under load (direct on alignment rack).
Set car up for day to day commuter use. With quick change for serious settings on track days – up to 3 degrees extra negative Camber for less under steer, more traction/grip to go deeper into the corners and hit corner apexes every time in the pursuit of pole setting lap times.
Along with extra Positive Caster for reduced dive/lift under brake and acceleration with quicker turn in, hi speed directional control and better steering response.
Front kit available in Stage 2 (Street/race) or Stage 3 (Full race).
Rear kit is precise single wrench adjustment to fine tune also for maximum traction/tire wear.
CHECKLIST FOR FRONT KIT: 1. Not soft billet alloy but highest aircraft 7075 grade 2. Stage 2 centers similar to OEM but elastomer not rubber for quicker response times - replaceable 3 .Stage 3 Self align PTFE lined spherical bearings. Heavy Duty (massive 30mm ID)- replaceable 4. Can fit and adjust with or without strut brace 5. Separate Camber and Caster adjustment 6. Adjust from engine bay – accurately under load 7. No height increase (and minimum stack height with coil overs) 8. Separate radial thrust bearings for steering loads 9. Fit with OEM diameter springs or popular 60-70mm (2 3/8” – 2 ¾”) ID coil overs
REAR KIT: 1. Supplied with bush extraction tool – allows Camber fitment on car – no arm removal 2. Precise single wrench adjustment (accurately/under load) for more even tirewear/traction 3. Additional Toe adjustment to compensate for the Camber facility 4. Bushing kit designed to also allow improved, tauter handling response. 5. Designed to be virtually maintenance free – fit and forget
Also manufactured –Front K-MAC patented design “2 bolt flange strut Camber adjuster kit”. With twice the adjustment range of weakened, downsized “crank bolts” (which reduce the bolt diameter from 14mm to 12mm to gain adjustment). K-MAC design instead retains correct full strength OEM diameter – these bolts being critical –holding stub axle/wheels on!
Front K-MAC Stage 2 (Street/Race) Camber and Caster kit #506016-2L $545
Stage 3 (Full race) kit #506016-3L $545
Rear Kit Camber (and extra Toe) kit #506026K $480
Front 2 Bolt flange strut Camber kit #120216 $110
Current promotion for MB World members USA/Canada delivery - $30 one kit or $40 front and rear (normally $70 one kit, $80 front and rear).
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
